Transportable half flat-carload container convertible to semi-trailer



y 1955 J. BRIDGE 2,756,073

TRANSPORT/ABLE! HALF T-CARLOAD CONTAINER CONVERTIBLE SEMI-TRAILER Filed Nov. 19, 1954 5 Sheets-Sheet l INVENTOR.

John Briogg y #9. 54m Afforn q July 24, 1956 .1. BRIDGE 2,756,073

TRANSPORTABLE HALF FLAT-'CARLOAD CONTAINER CONVERTIBLE TO SEMI-TRAILER Filed Nov. 19, 1954 5 SheetQs-Sheet 2 g N I 0 l r o I pk I N IN V EN TOR.

John Briogg Afforney July 24, 1956 J. BRIDGE TRANSPORTABLE HALF FLAT-CARLOAD CONTAINER CONVERTIBLE TO SEMI-TRAILER 5 Sheets-Sheet 3 Filed Nov. l9, 1954 John Bn'ogg y 1955 J. BRIDG TRANSPORTABLE HALF T CONVERTIBLE S Filed Nov. 19, 1954 E LOAD CONTAINER E TRAILER 5 Sheets-Sheet 4 76 J h mmygR.

By 0 n 5/7 6 A 2M Afforney nited States Patent RA P TA L HALFFL CAR O D CQ TAINER CONVERTIBLE T0 SEMI-TRAILER John Bridge, Chicago, Ill.

Application November 19, 1954, Serial No. 470,035

7 Claims. (Cl. 280-425) This invention relates to the transportation and storage of freight; and in particular, is associated with the utilization of a combination of highway and rail carrier systems. Equipment used in this type of shipment is shown, described, and claimed in my application 378,120, filed September 2, 1953. Essentially, the handling of freight according to the procedure outlined in that application involves the loading of large box-like containers of approximately half-carload capacity, and the local movement of them with highway vehicles. Long distance movement is handled by loading the boxes onflat cars. The invention described and claimed herein isassociated primarily with the phase of the rail-highway transportation system which involves handling of the boxes with highway vehicles. Embodiments of this invention provide structure which converts each of the boxes to a semitrailer, this structure including detachable wheelunits at the rear, and a detachable fifth-wheel unit at the front. The latter co-operates with a conventional coupling of a highway tractor, and transfers the localized loads from the point of coupling out into the body of the box so that the boxes themselves need notbe capable of resisting highly localized stresses.

The detachable fifth-wheel unitat the front of the boxes is primarily a coupling assembly (adapted to engage the conventional tractor-mounted equipment) mounted on a relatively heavy transverse beam which carries the loading from the coupling into the box structure. The beam is preferably removably mounted underneath the forward end of the boxes and is locked in position through the use of a rotatable locking member mounted on the boxes and arranged opposite each end of the beam. The ends of the beam are provided with suitable abutments' for engaging the locking member, and it may be noted that the flat cars which are also used in the transportation of these boxes are provided with abutment's suitably disposed on the flat car to receive the same rota-table locking members. It has been found advantageous to consider the securing of the wheel units and also the fifthwheel coupling beam to the boxes from two different aspects, namely: (a) the proper location of the units with respect to the box, (19') the securing of the two components against separation. This breakdown of the" overall locking function into the two aspects noted above has facilitated the provision ofa readily demou'ntable system in which substantially all of the components of the locking' mechanism are permanently secured to the-respective elements. 7

The securingv of the rear Wheel units to the boxes generates a rather involved problem of mechanical design in view of the desirable detachability on one hand, and the intense and varied pattern of stresses encountered on the other. A loaded vehicle going around a corner at high speed will generate a terrific moment tending to twist the wheel unit out of position sideways, and the sudden application of breaks will have a very strong tendency to' pull the wheel unit free from its mountingsin a rearward direction. Such effects canbe calculated with 2,756,073 Patented July 24, 1956 exactness,- but the problem of resisting bumps and other irregularities of the roadway must be" estimated from experience and properly allowed for in the mounting structure. Here again, it has been found most desirable to separate the total locking function intethe location of the wheel unit with respect to the box, and the holding of the two components against separation. Since the stresses on the rear wheel units are generated both by moments occuring about a transverse horizontal axis] (as when the breaks are applied), and about a fore-and aft horizontal axis (as when going around a corner), the mounting structure must provide the equivalent of at least a tripod or three-point attachment to the box unless exceptionally' heavy coupling fittings are used capable of transmitting a substantial amount of bending moment. By separating the points of attachment, direct stresses are transferred rather than a' twisting action, and the effect on the boxes is much less severe. To some extent, the functions of locating and holdingmay be combined at one of the preferably three points of attachment, as will he outlined hereinafter.

The several features of this invention will be discussed in detail through an analysis of the" particular embodimerits illustrated in the accompanying drawings In the drawings:

Figure 1 illustrates a side elevation of atractor-semitrailer assembly embodying this invention.

Figure 2 presents an elevationof apair of freightboxes mounted on a railroad flat car.

Figure 3 presents a top View of the equipment illustrated' in Figure 2 s Figure 4 presents a top view of the fiat car with the boxes renioved, illustrating the" arran ement of the 1001(- mg devices onthe' flat car.

Figure 5 presents an enlarged view in side elevation Of 9. portion Of the locking mechanism used fd Sebui the rear Wheel units to the boxes.-

Figurehis a section taken on a plane 6- -6- of Figure 5.

Figure 7 is an enlarged view of the device for locating the boxes on aflat car'. v

Figure 8 is an enlargedview of the locking device used to secure the fifth-wheel beam in position, and to secure the boxes toithe flat' ear;

Figure 9' is an enlarged view taken on a plane 9:9 of Figure 11-. g

Figure 10 is a perspective view of a removable key used in the device shown on Figures 8 and 9.

Figure 11 shows the mechanism of Figure 8, with the locking member in the retracted position.

Figure 12' is a sectionon an enlarged scale taken on a plane 12-42 of Figure 1.

Figure 13' presents a section on the plane of Figure 12.

Figure 1 4 illustrates theposition of the mechanism illustrated in Figures 1, 12', and I3, with the device elevated during the detachment of the semi-trailer from the tractor unit.

Referring to Figure l, a box unit 20 provided with rear wheel units 21 and a fifth-Wheel coupling unit 22 is shown attached to a tractor vehicle 23 for movement along a highway. A retractable wheel unit 24 may be swung down into the vertical position to support the forward end of the box unit 20 when the tractor is det-ached. In Figure 2', box units 25 and Z6 are shown sup ported on a flat car 27 for movement along the rails 28. Local freight movement, ordinarily within the confines of a city, is handled with the arrangements shown in Figure 1'. Long dist'ancefreighti movement utilizes the railroad systems as shown in Figure 2". Referring to Figure 4, the supporting surface of the flat car 27 is provided withinl'aid locking plates 29, 30; 3'1 and 32 which assist in holding the box unit 25 is position. B'oxunit .3 26 utilizes the plates 33, 34, 35 and 36. Locating plates 37, 38, and 39 are disposed to receive projections which also engage recesses in box unit 25 to accurately locate it with respect to the top of the flat car 27, and plates 40, 41, and 42 are positioned for the same purpose with respect to box unit 26.

The details of the locating units, and their relationship to the flat car and the box units, is best illustrated in Figure 7. The structure of the box in the area indicated on Figure 3 at the section plane 77 includes the trans verse lower channel 43, the floor plate 44 and the extra transverse beams 45 and 46 which extend across the width of the box to transfer the stresses involved in holding the box in position. An auxiliary plate 47 extends between the beams 45 and 46, and a tubular member 48 is secured to the plate 47 and suitably reinforced with gussets as indicated at 48a. The purpose of the tubular member 48 is to receive the locating projection 49 secured to the inlaid plate 41 mounted in the floor of the flat car 27. The localized forces from the projection 49 are transferred to the box structure through the tubular member 48 and the beams 45 and 46 in such a manner that the box itself is not locally overstressed. It is preferable that the projection 49 and the plate 41 be permanently secured together, as by welding, and this assembly may either be removably fitted into a suitably formed recess in the floor of the freight car, or additional hold-down fastenings may be utilized to more positively anchor the plate in position. When it is desired to use the fiat car for other purposes than transporting box units of the type illustrated in Figure 2, the locating plate assemblies may be removed to leave the upper surface of the car unobstructed.

Referring to Figures and 6, the structure constituting the demountable wheel units includes a vertical strut 50 which supports the axle of conventional wheels, according to standard practice. A baseplate 51 extends across the upper end of the strut 50, and gussets 52 and 53 extending between the base plate 51 and the strut 50 reinforce the mounting of the strut and stiffen the base plate for the transmission of the relatively high bending moments transferred at this point. Ashort longitudinal channel 54 and an angle 55 are positioned as shown and secured to the plate 51, preferably by welding. An outside plate 56 is secured to the vertical side of the angle 55, and extends above the plane of the bottom of the box unit to provide a locating abutment useful in the preliminary location of the wheel-supporting assembly during installation. A block 57 is secured to the back of the channel 54, and aligned holes are provided in the plate 56, the vertical side of the angle 55, and in the block 57 to receive the pin 58.. A rotatable locking plate 59 is mounted on the shaft 60 rotatably supported primarily by the reinforcing block 61 secured to the transverse beam 62 and to the floor 63 of the box unit, and also to the lower reinforcing plate 64 which extends between the beam 62 and a similar beam parallel therewith in a relationship similar to that illustrated in Figure 7. When the pin 58 is withdrawn, the locking plate 59 may be rotated through the insertion of a tool in the recess 65 of the shaft 60. When the locking plate 59 is swung to the position shown in Figure 6, and the pin 58 inserted in the illustrated position, the locking plate 59 acts as a link between the shaft 60 and the pin 58, and prevents separation of the wheel-supporting assemblies from the box units. A latch member 66 is pivotally mounted at 67 on the plate 56, and the free end is formed to engage the groove 68 in the pin 58 to lock the pin in the assembled position. The angular position of the locking plate 59 about the axis of the shaft 60 may be maintained through the use of the key member 69, a perspective view of this key being illustrated in Figure 10. The key itself may be considered as including a handle 70, a shaft portion 71, and a lug 72 which cooperates with the. keyhole-shaped openings 73, 74, or

75 in the plate 76 secured to the sides of the box unit 20 by fastenings as shown at 77 through 80 inclusive. The key 69 may be inserted with the locking member in the retracted position shown in Figures 9 and 11 to maintain the position of a locking plate during the movement of the box unit on to the fiat car, or at other times when it is desired that no member shall project below the level indicated by the bottom of the plate 64. In addition to the plate 76, an inner and similarly-formed plate 81 is provided to give support to the key 69 at spaced points along the shaft portion 71. Since one of the problems in providing a readily demountable structure is the adequate transfer of stresses out into the walls of the box units from the points of highly concentrated load, the lower portion of the box is preferably reinforced above the locking mechanism by the Z-shaped beam 82 which has the net effect of transferring the transverse-axis twisting action from the strut 50 into the wall structure of the boxes over a large area. The use of the beam 82 formed in the illustrated figuration provides a chamber 83 within which the locking plate 59 may be retracted. Since the ends of beams 62 and its counterpart terminate short of the outer wall of the box 20, the transfer of stresses over to the outer wall is best accomplished with a structure of the type indicated.

In addition to the action of the locking plate 59, and its associated structure, it may be desirable to utilize fixed pins (not shown) which are conventional in machine design and are rigidly secured with respect to the channel 54 (or some associated structure), and which engage with the bottom of the box unit 20 to positively position the wheel assembly in a lateral direction. The action of the plate 59 as a link does not establish such location with the positiveness of interengaging pins, and the accurate machining of the locking structure necessary to provide a positive location would in many instances create excessive cost. The provision of locating pins removes the necessity of the locking plate 59 to determine the fore-and-aft position of the Wheel members, so that its entire function then becomes that of preventing the separation of the wheel assemblies from the box structure.

To adequately secure the wheel assemblies against the type of action generated by turning a corner at high speed, a laterally-extending cantilever beam 84 is secured at its outer end to the channel 54 and the plate 51. This beam is preferably secured at its inner end to the box structure at its point of engagement with the tubular member 85 (similar to the tubular member 48 in Figure 7). These tubular members are reinforced by gusset plates as indicated at 86 and 87 in Figure 6, and the upper extremity of the tubular members includes opposite helical ramps 88 and 89 which are engaged by the opposite ends of the diametral pin 90 secured to the bolt member 91. An actuating handle 92 is pivotally mounted at the end of the bolt 91 as shown at 93, and rotation in the appropriate direction of the bolt 91 forces the opposite ends of the pin 90 along the respective ramps 88 and 89 and causes the bolt to firmly locate the inner end of the beam 84 and hold it securely against the plate 64, If desired, bolts of the type similar to 91 may be utilized not only at the position indicated in Figure 6, but also adjacent the opposite ends of the channel 54 to replace locating pins and the structure associated with the locking plate 59, as far as the holding of the wheel structure itself is concerned. Since the locking plate is preferably utilized in holding the box units to the fiat car surface, the bolt assemblies should be treated as supplemental. When the box units are placed on the freight car, the locating projections 49 register with the tubular members 48; and when the rear wheel units are attached, the bolts 91 engage the same tubular units and utilize the helical ramps as described above to complete the locking function. When the bolts 91 have been secured in the desired position, the handle 92 may be placed in engagement with the hook 94 where it is resiliently held in that position by the leaf spring 95 secured to the beam 84 by the bolt 96.

Figure 8 illustrates the function of the rotatable locking plates in securing the box units to the railroad flat cars. A rotatable plate 97 (similar to the plate 59 shown in Figures 5, 6, 9, and 11) is rotatably mounted on the shaft 98. The hook portion 99 of the locking plate is shown engaged with the aperture 100 of the plate 35 which is inlaid into the surface of the flat car 27 in order to maintain a flush surface and prevent any obstructions which might interfere with the utilization of a flat car for other purposes than those illustrated herein. The locking plate 97 is secured in position by the key 101 (similar to the key 69 shown in Figure The plate 35 is bolted or otherwise firmy secured to the flat car, and the engagement of the locking plate as shown in Figure 8 prevents vertical separation of the box units from the fiat car. A recess 102 is machined in the surface of the fiat car 27 directly underdeath the aperture 100 to provide adequate clearance for the engaging movement of the locking plate. It is preferable that a substantial amount of clearance be provided here so that the presence of foreign material will not interfere with the engagement of the hook portion 99. It is often desirable to form the recess 102 with at least a portion of it communicating with the under side of the flat car so that such foreign material-may fall through rather than accumulate.

The coupling of the box unit to the towing vehicle as illustrated in Figure 1 requires, first, the presence of a suitable fitting adapted to engage the coupling unit 103 which is secured to the tractor 23. In addition to the co-operating fitting, the box units must be provided with suificient structure to transfer the relatively high loads encountered directly at the point of coupling out into the walls of the box unit to avoid undue localized stresses. Figures 12 and 13 illustrate this portion of the structure. The longitudinal chassis beams 104 and 105 of the tractor 23 are provided with locating pins as indicated at 106, 107, and 108 which are received within appropriately disposed holes in the plate 109, and serve to accurately position the plate with respect to the towing vehicle. The plate 109 may be locked in engagement with the locating pins through the insertion of removable bolts, pins, or cotter keys in the transverse holes provided in each of the locating pins as shown at 110 in Figure 12. The plate 109 is provided with the bearing projections 111 and 112 for receiving the shaft 113, and this shaft is also engaged by the bearing projections 114 and 115 on the upper plate 116. The top surface of the plate 116 provides a bearing surface in a substantially horizontal plane on which the weight of the front portion of the box unit rests. This plate articulates on the axis of the shaft 113, and a conventional locking mechanism generally indicated at 117 (not illustrated in detail) is incorporated in the plate 116 for maintaining the engagement of the coupling pivot 118. This pivot forms the head of a bolt which is secured to the beam assembly 119 by the nut 120. The beam assembly 119 includes the oppositely-facing channels 121 and 122 connected by the upper and lower plates 123 and 124 respectively. A tubular member 125 is secured to the .,.bottom'plate 124, and reinforced with gussets, in the manner illustrated in Figures 6 and 7. An aperture is provided in the upper plate 123 to receive the nut 120. A tubular member 126 is secured to the floor plate 127 and to the plate 128, which extends between the transverse channels 129 and 130 secured to the box unit 20. The engagement of the upper extension 118a of the pivot bolt locates the beam assembly 119 with respect to the box unit, and the beam assembly is locked against axial separation from the box unit as indicated in Figure 8. In this case, however, the plate 35 of Figure 8 is replaced by the upper plate 123, with a suitable aperture being formed therein which is positioned to receive the rotatable locking member 97 as does the aperture 100.

The engagement and disengagement of the trailer 6 formof-ithe box unit shown in Figure l'involves the useof the retractable support 24, and the forward end of the box unit must be elevated slightly to permit the wheel strut 24 to be moved to the vertical position. Such elevation is provided by the hydraulic jacks 131 and 132 mounted on the beam 133 which extends between and is securely attached to the chassis members 104 and 105 of the tractor vehicle. The piston rods 134 and 135 of the hydraulic jacks 131 and 132, respectively, terminate in fittings which. embrace the shaft 113, and actuation of the jacks causes the entire coupling assembly to be elevated as shown on Figure 14 so that the plate 109 is free of the locating pins 107 and 108; With the unit elevated in this position, the wheel units 24 may be lowered to the supporting position, and the subsequent lowering of the jacks 131 and 132 will permit the tractor unit to be disengaged from the beam assembly 119 (after unlocking the mechanism indicated at 117, according to standard procedure).

With the mechanism described herein it is possible to provide a permanent locking mechanism as an integral part of the box units (referring to the rotatable locking plates) which are capable of engaging either the beam assemblies utilized in co-operation with the tractor vehicle, the rear wheel units, or the anchor plates secured to the fiat car. Additionally, appropriately located apertures on the box units are formed to receive locating projections from each of these three elements for securely maintaining the position of the box units with respect thereto. With the locking mechanism generally relieved of the locating function, a quickly detachable mechanism becomes practical, and greatly reduces' the time required in the handling of the box units and transferring them from flat car to trailer condition, and vice versa.

The particular embodiments of the present invention which have been illustrated and discussed herein are for illustrative purposes only, and are not to be considered as a limitation upon the scope of the appended claims. In these claims, it is my intent to claim the entire invention disclosed herein except as I am limited by prior art.

I claim:

1.- A freight transportation and storage container, comprising: a box structure defining at least a partially enclosed space; wheel means removably mounted adjacent one end of said box structure; and removable coupling means for engaging a vehicle, said coupling means including means forming a bearing surface disposed in a substantially horizontal plane, pivot means disposed on a substantially vertical axis and normally projecting below said bearing surface, and beam means secured with respect to said bearing surface means and pivot means, said beam means being formed to extend transversely across the underside of said box structure at the opposite end thereof from said wheel means, locking means for securing said beam means to said box structure, said locking means including a rotatable member mounted on said box structure and an abutment on said beam means engageable by said member on rotation thereof; and locating means fixed with respect to said: beam means and including an extension of said pivot means, and engageable with said box structure.

2. A freight transportation and storage container, comprising: a box structure defining at least a partially enclosed space; wheel means removably mounted adjacent one end of said box structure; and removable coupling means for engaging a vehicle, said coupling means including means forming a bearing surface normally disposed in a substantially horizontal plane, pivot means disposed on a substantially vertical axis and normally projecting below said bearing surface, and beam means secured with respect to said bearing surface means and pivot means, said beam means being formed to extend transversely across the underside of said box structure at the opposite end thereof from said wheel means, locking means for securing said beam means to said box structure, said locking means including a rotatable member mounted on said box structure and an abutment on said beam means engageable by said member on rotation thereof; and locating means including a projection adjacent said pivot means and fixed with respect thereto, and engageable' with said box structure.

3. A freight transportation and storage container, com prising: a box structure defining at least a partially enclosed space; wheel means mounted adjacent one end of said box structure; and removable coupling means for engaging a vehicle, said coupling means including means forming a bearing surface normally disposed in a substantially horizontal plane, pivot means disposed on a substantially vertical axis and normally projecting below said bearing surface, and beam means secured with respect to said bearing surface means and pivot means, said beam means being formed to extend transversely across the underside of said box structure at the opposite end thereof from said wheel means, and locking means for securing said beam means to said box structure, said locking means including a movable member mounted on said box structure and an abutment on said beam means engageable by said member on movement thereof.

4. A freight transportation and storage container, comprising: freight-supporting means; wheel means mounted adjacent one end of said freight-supporting means; and removable coupling means for engaging a vehicle, said coupling means including means forming a bearing surface normally disposed in a substantially horizontal plane, pivot means disposed on a substantially vertical axis and normally projecting below said bearing surface, and beam means secured with respect to said bearing surface means and pivot means, said beam means being formed to extend transversely across the underside of said freight-supporting means at the opposite end thereof from said wheel means, and locking means for securing said beam means to said freight-supporting means.

5. A freight transportation and storage container, com prising: freight-supporting means; wheel means mounted adjacent one end of said freight-supporting means; and coupling means for engaging a vehicle, said coupling means including means forming a bearing surface normally disposed in a substantially horizontal plane, pivot means disposed on a substantially vertical axis and normally projecting below said bearing surface, and beam means secured with respect to said bearing surface means and pivot means, said beam means being formed to extend transversely across said freight-supporting means at the opposite end thereof from said Wheel means, and

locking means for securing said beam means to said freight-supporting means.

6. A freight transportation and storage container, comprising: freight-supporting means having locating recess means in the underside thereof; and a plurality of wheel assemblies each including an axle, column means extending from said axle upwardly to a point adjacent said freight-supporting means, a bearing member mounted on said column means and disposed to engage said freight supporting means at points spaced in a front-to-rear direction and also spaced laterally from said locating recess means, first locking means including a disconnectible link, engageable between said wheel assemblies and said freight supporting means for prevention of vertical separation thereof adjacent said bearing member, a laterally extending beam on said wheel assemblies extending to said loeating recess means, a locating projection mounted on said beam and adapted to engage said recess means, and second locking means, engageable between said beam means and said freightsupporting means at a point remote from said first locking means.

7. A freight transportation and storage container, comprising: freight-supporting means having a locating recess in the underside thereof; and a wheel assembly including an axle, column means extending from said axle upwardly to a point adjacent said freight supporting means, a bearing member mounted on said column means and disposed to engage said freight-supporting means at points spaced in a front-to-rear direction and also spaced laterally from said locating recess, first locking means in cluding a disconnectible link, engageable between said wheel assembly and said freight supporting means for prevention of vertical separation thereof adjacent said bearing member, a laterally extending beam on said wheel assembly extending to said locating recess, a loeating projection mounted on said beam and adapted to engage said recess, and second locking means, engageable between said wheel assemblies and said freight-supporting means at a point remote from said first locking means.

References Cited in the file of this patent UNITED STATES PATENTS 2,047,954 Fitch July 21, 1936 2,351,314 Ario June 13, 1944 2,369,384 Zubatsky Feb. 13, 1945 2,424,641 Swanson July 29, 1947 2,671,670 Page Mar. 9, 1954 2,703,659 Hutchings Mar. 8, 1955 FOREIGN PATENTS 706,613 Great Britain Apr. 14, 1948 

